organization:heritage foundation

  • The problem with AI ethics
    https://www.theverge.com/2019/4/3/18293410/ai-artificial-intelligence-ethics-boards-charters-problem-big-tech

    Is Big Tech’s embrace of AI ethics boards actually helping anyone ? Last week, Google announced that it is creating a new external ethics board to guide its “responsible development of AI.” On the face of it, this seemed like an admirable move, but the company was hit with immediate criticism. Researchers from Google, Microsoft, Facebook, and top universities objected to the board’s inclusion of Kay Coles James, the president of right-wing think tank The Heritage Foundation. They pointed out (...)

    #Google #Microsoft #Facebook #algorithme #éthique #harcèlement #discrimination #LGBT #publicité (...)

    ##publicité ##profiling

  • #CBP terminates controversial $297 million #Accenture contract amid continued staffing struggles

    #Customs_and_Border_Protection on Thursday ended its controversial $297 million hiring contract with Accenture, according to two senior DHS officials and an Accenture representative.
    As of December, when CBP terminated part of its contract, the company had only completed processing 58 applicants and only 22 had made it onto the payroll about a year after the company was hired.
    At the time, the 3,500 applicants that remained in the Accenture hiring pipeline were transferred to CBP’s own hiring center to complete the process.

    CBP cut ties with Accenture on processing applicants a few months ago, it retained some services, including marketing, advertising and applicant support.
    This week, the entire contract was terminated for “convenience,” government speak for agreeing to part ways without placing blame on Accenture.
    While government hiring is “slow and onerous, it’s also part of being in the government” and that’s “something we have to accept and deal with as we go forward,” said one of the officials.
    For its efforts, CBP paid Accenture around $19 million in start-up costs, and around $2 million for 58 people who got job offers, according to the officials.
    Over the last couple of months, CBP explored how to modify the contract, but ultimately decided to completely stop work and return any remaining funds to taxpayers.
    But it’s unclear how much money, if any, that will be.

    In addition, to the funds already paid to Accenture, CBP has around $39 million left to “settle and close the books” with the company, an amount which has yet to be determined.
    In November 2017, CBP awarded Accenture the contract to help meet the hiring demands of an executive order on border security that President Donald Trump signed during his first week in office. The administration directed CBP to hire an additional 7,500 agents and officers on top of its current hiring goals.
    “We were in a situation where we needed to try something new” and “break the cycle of going backwards,” said a DHS official about why the agency started the contract.

    Meanwhile, hiring remains difficult for the agency amid a surge of migrants at the southern border that is stretching CBP resources thin.
    It “continues to be a very challenging environment,” said one official about hiring efforts this year.

    In fact, one of the reasons that CBP didn’t need Accenture to process applicants, is because the agency didn’t receive as many applications as it initially planned for.
    The agency has been focused on beating attrition and has been able to recently “beat it by a modest amount,” said the official. “Ultimately we would like to beat it by a heck of a lot, but we’re not there yet.”

    https://edition.cnn.com/2019/04/05/politics/cbp-terminate-hiring-contract-accenture/index.html
    #frontières #contrôles_frontaliers #USA #Ests-Unis #complexe_militaro-industriel #business

    • Border Profiteers

      On a recent sunny spring afternoon in Texas, a couple hundred Border Patrol agents, Homeland Security officials, and salespeople from a wide array of defense and security contractors gathered at the Bandera Gun Club about an hour northwest of San Antonio to eat barbecue and shoot each other’s guns. The techies wore flip-flops; the veterans wore combat boots. Everyone had a good time. They were letting loose, having spent the last forty-eight hours cooped up in suits and ties back at San Antonio’s Henry B. Gonzalez convention center, mingling and schmoozing, hawking their wares, and listening to immigration officials rail about how those serving in enforcement agencies are not, under any circumstances, Nazis.

      These profiteers and bureaucrats of the immigration-industrial complex were fresh from the 2019 #Border_Security_Expo —essentially a trade show for state violence, where law enforcement officers and weapons manufacturers gather, per the Expo’s marketing materials, to “identify and address new and emerging border challenges and opportunities through technology, partnership, and innovation.” The previous two days of panels, speeches, and presentations had been informative, a major in the Argentine Special Forces told me at the gun range, but boring. He was glad to be outside, where handguns popped and automatic rifles spat around us. I emptied a pistol into a target while a man in a Three Percenter militia baseball hat told me that I was a “natural-born killer.” A drone buzzed overhead until, in a demonstration of a company’s new anti-drone technology, a device that looked like a rocket launcher and fired a sort of exploding net took it down. “This is music to me,” the Argentine major said.

      Perhaps it’s not surprising the Border Security Expo attendees were so eager to blow off steam. This year’s event found many of them in a defensive posture, given the waves of bad press they’d endured since President Trump’s inauguration, and especially since the disastrous implementation of his family separation policy, officially announced by former Attorney General Jeff Sessions in April of 2018, before being rescinded by Trump two-and-a-half months later. Throughout the Expo, in public events and in background roundtable conversations with reporters, officials from the various component parts of the Department of Homeland Security rolled out a series of carefully rehearsed talking points: Immigrations and Customs Enforcement (ICE) and Customs and Border Patrol (CBP) need more money, personnel, and technology; taking migrants to hospitals distracts CBP officers from their real mission; and the 1997 Flores court settlement, which prohibits immigration enforcement agencies from detaining migrant families with children for more than twenty days, is undermining the very sovereignty of the United States. “We want a secure border, we want an immigration system that has integrity,” Ronald Vitiello, then–acting head of ICE, said in a keynote address to the hundreds of people gathered in San Antonio. “We have a generous immigration system in this country, but it has to have integrity in order for us to continue to be so generous.”

      More of a technocrat than his thuggish predecessor Thomas Homan, Vitiello also spoke at length about using the “dark web” to take down smugglers and the importance of having the most up-to-date data-management technology. But he spoke most adamantly about needing “a fix” for the Flores settlement. “If you prosecute crimes and you give people consequences, you get less of it,” he said. “With Flores, there’s no consequence, and everybody knows that,” a senior ICE official echoed to reporters during a background conversation immediately following Vitiello’s keynote remarks. “That’s why you’re seeing so many family units. We cannot apply a consequence to a family unit, because we have to release them.”

      Meanwhile, around 550 miles to the west, in El Paso, hundreds of migrants, including children and families, were being held by CBP under a bridge, reportedly forced to sleep on the ground, with inadequate medical attention. “They treated us like we are animals,” one Honduran man told Texas Monthly. “I felt what they were trying to do was to hurt us psychologically, so we would understand that this is a lesson we were being taught, that we shouldn’t have crossed.” Less than a week after the holding pen beneath the bridge closed, Vitiello’s nomination to run ICE would be pulled amid a spate of firings across DHS; President Trump wanted to go “in a tougher direction.”

      Family Values

      On the second day of the Border Security Expo, in a speech over catered lunch, Scott Luck, deputy chief of Customs and Border Protection and a career Border Patrol agent, lamented that the influx of children and families at the border meant that resources were being diverted from traditional enforcement practices. “Every day, about 150 agents spend their shifts at hospitals and medical facilities with illegal aliens receiving treatment,” he said. “The annual salary cost for agents on hospital watch is more than $11.5 million. Budget analysts estimate that 13 percent of our operational budget—the budget that we use to buy equipment, to buy vehicles for our men and women—is now used for transportation, medical expenses, diapers, food, and other necessities to care for illegal aliens in Border Patrol custody.”

      As far as Luck was concerned, every dollar spent on food and diapers is one not spent on drones and weapons, and every hour an agent spends guarding a migrant in a hospital is an hour they don’t spend on the border. “It’s not what they signed up for. The mission they signed up for is to protect the United States border, to protect the communities in which they live and serve,” he told reporters after his speech. “The influx, the volume, the clutter that this creates is frustrating.” Vitiello applied an Orwellian inversion: “We’re not helping them as fast as we want to,” he said of migrant families apprehended at the border.

      Even when discussing the intimate needs of detained migrant families, the language border officials used to describe their remit throughout the Expo was explicitly militaristic: achieving “operational control,” Luck said, requires “impedance and denial” and “situational awareness.” He referred to technology as a “vital force multiplier.” He at least stopped short of endorsing the president’s framing that what is happening on the border constitutes an invasion, instead describing it as a “deluge.”

      According to the Migration Policy Institute, a non-partisan think tank, the U.S. immigrant population has continued to grow—although at a slower rate than it did before the 2007 recession, and undocumented people appear to make up a smaller proportion of the overall population. Regardless, in fiscal year 2018, both ICE and CBP stepped up their enforcement activities, arresting, apprehending, and deporting people at significantly higher rates than the previous year. More than three times as many family members were apprehended at the border last year than in 2017, the Pew Research Center reports, and in the first six months of FY 2019 alone there were 189,584 apprehensions of “family units”: more than half of all apprehensions at the border during that time, and more than the full-year total of apprehended families for any other year on record. While the overall numbers have not yet begun to approach those of the 1980s and 1990s, when apprehensions regularly exceeded one million per year, the demographics of who is arriving at the United States southern border are changing: fewer single men from Mexico and more children and families from Guatemala, Honduras, and El Salvador—in other words, an ever-wider range of desperate victims of drug gangs and American policies that have long supported corrupt regimes.

      This change has presented people like Luck with problems they insist are merely logistical: aging Border Patrol stations, he told us at the Expo, “are not luxurious in any way, and they were never intended to handle families and children.” The solution, according to Vitiello, is “continued capital investment” in those facilities, as well as the cars and trucks necessary to patrol the border region and transport those apprehended from CBP custody to ICE detention centers, the IT necessary to sift through vast amounts of data accumulated through untold surveillance methods, and all of “the systems by which we do our work.”

      Neither Vitiello nor Luck would consider whether those systems—wherein thousands of children, ostensibly under the federal government’s care, have been sexually abused and five, from December through May of this year, have died—ought to be questioned. Both laughed off calls from migrant justice organizers, activists, and politicians to abolish ICE. “The concept of the Department of Homeland Security—and ICE as an agency within it—was designed for us to learn the lessons from 9/11,” Vitiello said. “Those needs still exist in this society. We’re gonna do our part.” DHS officials have even considered holding migrant children at Guantánamo Bay, Cuba, according to the New York Times, where a new $23 million “contingency mass migration complex” is being built. The complex, which is to be completed by the end of the year, will have a capacity of thirteen thousand.

      Violence is the Point

      The existence of ICE may be a consequence of 9/11, but the first sections of fencing along the U.S.-Mexico border—originally to contain livestock—went up in 1909 through 1911. In 1945, in response to a shift in border crossings from Texas to California, the U.S. Border Patrol and the Immigration and Naturalization Service recycled fencing wire and posts from internment camps in Crystal City, Texas, where more than a hundred thousand Japanese Americans had been imprisoned during World War II. “Although the INS could not erect a continuous line of fence along the border, they hoped that strategic placement of the fence would ‘compel persons seeking to enter the United States illegally to attempt to go around the ends of the fence,’” historian Kelly Lytle Hernández, quoting from government documents, writes in Migra! A History of the U.S. Border Patrol. “What lay at the end of the fences and canals were desert lands and mountains extremely dangerous to cross without guidance or sufficient water. The fences, therefore, discouraged illegal immigration by exposing undocumented border crossers to the dangers of daytime dehydration and nighttime hypothermia.”

      Apprehension and deportation tactics continued to escalate in the years following World War II—including Operation Wetback, the infamous (and heavily propagandized) mass-deportation campaign of 1954—but the modern, militarized border era was greatly boosted by Bill Clinton. It was during Clinton’s first administration that Border Patrol released its “Strategic Plan: 1994 and Beyond,” which introduced the idea of “prevention through deterrence,” a theory of border policing that built on the logic of the original wall and hinges upon increasing the “cost” of migration “to the point that many will consider it futile to continue to attempt illegal entry.” With the Strategic Plan, the agency was requesting more money, officers, and equipment in order to “enhance national security and safeguard our immigration heritage.”

      The plan also noted that “a strong interior enforcement posture works well for border control,” and in 1996, amid a flurry of legislation targeting people of color and the poor, Congress passed the Illegal Immigration Reform and Immigrant Responsibility Act, which empowered the federal government to deport more people more quickly and made it nearly impossible for undocumented immigrants to obtain legal status. “Before 1996, internal enforcement activities had not played a very significant role in immigration enforcement,” the sociologists Douglas Massey and Karen A. Pren wrote in 2012. “Afterward these activities rose to levels not seen since the deportation campaigns of the Great Depression.” With the passage of the Patriot Act in 2001 and the creation of the Department of Homeland Security and Immigration and Customs Enforcement in 2002, immigration was further securitized and criminalized, paving the way for an explosion in border policing technology that has further aligned the state with the defense and security industry. And at least one of Border Patrol’s “key assumptions,” explicitly stated in the 1994 strategy document, has borne out: “Violence will increase as effects of strategy are felt.”

      What this phrasing obscures, however, is that violence is the border strategy. In practice, what “prevention through deterrence” has meant is forcing migrants to cross the U.S.-Mexico border in the desert, putting already vulnerable people at even greater risk. Closing urban points of entry, for example, or making asylum-seekers wait indefinitely in Mexico while their claims are processed, pushes migrants into remote areas where there is a higher likelihood they will suffer injury and death, as in the case of seven-year-old Jakil Caal Maquin, who died of dehydration and shock after being taken into CBP custody in December. (A spokesperson for CBP, in an email response, deflected questions about whether the agency considers children dying in its custody a deterrent.) Maquin is one of many thousands who have died attempting to cross into the United States: the most conservative estimate comes from CBP itself, which has recovered the remains of 7,505 people from its southwest border sectors between 1998 and 2018. This figure accounts for neither those who die on the Mexican side of the border, nor those whose bodies remain lost to the desert.

      Draconian immigration policing causes migrants to resort to smugglers and traffickers, creating the conditions for their exploitation by cartels and other violent actors and increasing the likelihood that they will be kidnapped, coerced, or extorted. As a result, some migrants have sought the safety of collective action in the form of the “caravan” or “exodus,” which has then led the U.S. media and immigration enforcement agencies to justify further militarization of the border. Indeed, in his keynote address at the Expo, Luck described “the emerging prevalence of large groups of one hundred people or more” as “troubling and especially dangerous.” Later, a sales representative for the gun manufacturer Glock very confidently explained to me that this was because agents of al-Shabaab, the al-Qaeda affiliate in Somalia, were embedded with the caravans.

      Branding the Border

      Unsurprisingly, caravans came up frequently at the Border Security Expo. (An ICE spokesperson would later decline to explain what specific threat they pose to national security, instead citing general statistics about the terrorist watchlist, “special interest aliens,” and “suspicious travel patterns.”) During his own keynote speech, Vitiello described how ICE, and specifically its subcomponent Homeland Security Investigations, had deployed surveillance and intelligence-gathering techniques to monitor the progress of caravans toward the border. “When these caravans have come, we’ve had trained, vetted individuals on the ground in those countries reporting in real time what they were seeing: who the organizers were, how they were being funded,” he said, before going on an astonishing tangent:

      That’s the kind of capability that also does amazing things to protecting brands, property rights, economic security. Think about it. If you start a company, introduce a product that’s innovative, there are people in the world who can take that, deconstruct it, and create their own version of it and sell it as yours. All the sweat that went into whatever that product was, to build your brand, they’ll take it away and slap it on some substandard product. It’s not good for consumers, it’s not good for public safety, and it’s certainly an economic drain on the country. That’s part of the mission.

      That the then–acting director of ICE, the germ-cell of fascism in the bourgeois American state, would admit that an important part of his agency’s mission is the protection of private property is a testament to the Trump administration’s commitment to saying the quiet part out loud.

      In fact, brands and private industry had pride of place at the Border Security Expo. A memorial ceremony for men and women of Border Patrol who have been killed in the line of duty was sponsored by Sava Solutions, an IT firm that has been awarded at least $482 million in federal contracts since 2008. Sava, whose president spent twenty-four years with the DEA and whose director of business development spent twenty with the FBI, was just one of the scores of firms in attendance at the Expo, each hoping to persuade the bureaucrats in charge of acquiring new gear for border security agencies that their drones, their facial recognition technology, their “smart” fences were the best of the bunch. Corporate sponsors included familiar names like Verizon and Motorola, and other less well-known ones, like Elbit Systems of America, a subsidiary of Israel’s largest private defense contractor, as well as a handful of IT firms with aggressive slogans like “Ever Vigilant” (CACI), “Securing the Future” (ManTech), and “Securing Your Tomorrow” (Unisys).

      The presence of these firms—and indeed the very existence of the Expo—underscores an important truth that anyone attempting to understand immigration politics must reckon with: border security is big business. The “homeland security and emergency management market,” driven by “increasing terrorist threats and biohazard attacks and occurrence of unpredictable natural disasters,” is projected to grow to more than $742 billion by 2023 from $557 billion in 2018, one financial analysis has found. In the coming decades, as more people are displaced by climate catastrophe and economic crises—estimates vary between 150 million and 1 billion by 2050—the industry dedicated to policing the vulnerable stands to profit enormously. By 2013, the United States was already spending more on federal immigration enforcement than all other federal law enforcement agencies combined, including the FBI and DEA; ICE’s budget has doubled since its inception in 2003, while CBP’s has nearly tripled. Between 1993 and 2018, the number of Border Patrol agents grew from 4,139 to 19,555. And year after year, Democrats and Republicans alike have been happy to fuel an ever more high-tech deportation machine. “Congress has given us a lot of money in technology,” Luck told reporters after his keynote speech. “They’ve given us over what we’ve asked for in technology!”

      “As all of this rhetoric around security has increased, so has the impetus to give them more weapons and more tools and more gadgets,” Jacinta Gonzalez, a senior campaign organizer with Mijente, a national network of migrant justice activists, told me. “That’s also where the profiteering comes in.” She continued: “Industries understand what’s good for business and adapt themselves to what they see is happening. If they see an administration coming into power that is pro-militarization, anti-immigrant, pro-police, anti-communities of color, then that’s going to shape where they put their money.”

      By way of example, Gonzalez pointed to Silicon Valley billionaire Peter Thiel, who spent $1.25 million supporting Trump’s 2016 election campaign and followed that up last year by donating $1 million to the Club for Growth—a far-right libertarian organization founded by Heritage Foundation fellow and one-time Federal Reserve Board prospect Stephen Moore—as well as about $350,000 to the Republican National Committee and other GOP groups. ICE has awarded Palantir, the $20 billion surveillance firm founded by Thiel, several contracts worth tens of millions of dollars to manage its data streams—a partnership the agency considers “mission critical,” according to documents reviewed by The Intercept. Palantir, in turn, runs on Amazon Web Services, the cloud computing service provided by the world’s most valuable public company, which is itself a key contractor in managing the Department of Homeland Security’s $6.8 billion IT portfolio.

      Meanwhile, former DHS secretary John Kelly, who was Trump’s chief of staff when the administration enacted its “zero-tolerance” border policy, has joined the board of Caliburn International—parent organization of the only for-profit company operating shelters for migrant children. “Border enforcement and immigration policy,” Caliburn reported in an SEC filing last year, “is driving significant growth.” As Harsha Walia writes in Undoing Border Imperialism, “the state and capitalism are again in mutual alliance.”

      Triumph of the Techno-Nativists

      At one point during the Expo, between speeches, I stopped by a booth for Network Integrity Systems, a security firm that had set up a demonstration of its Sentinel™ Perimeter Intrusion Detection System. A sales representative stuck out his hand and introduced himself, eager to explain how his employer’s fiber optic motion sensors could be used at the border, or—he paused to correct himself—“any kind of perimeter.” He invited me to step inside the space that his coworkers had built, starting to say “cage” but then correcting himself, again, to say “small enclosure.” (It was literally a cage.) If I could get out, climbing over the fencing, without triggering the alarm, I would win a $500 Amazon gift card. I did not succeed.

      Overwhelmingly, the vendors in attendance at the Expo were there to promote this kind of technology: not concrete and steel, but motion sensors, high-powered cameras, and drones. Customs and Border Patrol’s chief operating officer John Sanders—whose biography on the CBP website describes him as a “seasoned entrepreneur and innovator” who has “served on the Board of Directors for several leading providers of contraband detection, geospatial intelligence, and data analytics solutions”—concluded his address by bestowing on CBP the highest compliment he could muster: declaring the agency comparable “to any start-up.” Rhetoric like Sanders’s, ubiquitous at the Expo, renders the border both bureaucratic and boring: a problem to be solved with some algorithmic mixture of brutality and Big Data. The future of border security, as shaped by the material interests that benefit from border securitization, is not a wall of the sort imagined by President Trump, but a “smart” wall.

      High-ranking Democrats—leaders in the second party of capital—and Republicans from the border region have championed this compromise. During the 2018-2019 government shutdown, House Homeland Security Committee Chairman Bennie Thompson told reporters that Democrats would appropriate $5.7 billion for “border security,” so long as that did not include a wall of Trump’s description. “Walls are primitive. What we need to do is have border security,” House Majority Whip Jim Clyburn said in January. He later expanded to CNN: “I’ve said that we ought to have a smart wall. I defined that as a wall using drones to make it too high to get over, using x-ray equipment to make it too wide to get around, and using scanners to go deep enough not to be able to tunnel under it. To me, that would be a smart thing to do.”

      Even the social democratic vision of Senator Bernie Sanders stops short at the border. “If you open the borders, my God, there’s a lot of poverty in this world, and you’re going to have people from all over the world,” he told Iowa voters in early April, “and I don’t think that’s something that we can do at this point.” Over a week later, during a Fox News town hall with Pennsylvania voters, he recommitted: “We need border security. Of course we do. Who argues with that? That goes without saying.”

      To the extent that Trump’s rhetoric, his administration’s immigration policies, and the enforcement agencies’ practices have made the “border crisis” more visible than ever before, they’ve done so on terms that most Democrats and liberals fundamentally agree with: immigration must be controlled and policed; the border must be enforced. One need look no further than the high priest of sensible centrism, Thomas Friedman, whose major complaint about Trump’s immigration politics is that he is “wasting” the crisis—an allusion to Rahm Emanuel’s now-clichéd remark that “you never want a serious crisis to go to waste.” (Frequently stripped of context, it is worth remembering that Emanuel made this comment in the throes of the 2008 financial meltdown, at the Wall Street Journal’s CEO Council, shortly following President Obama’s election.) “Regarding the border, the right place for Democrats to be is for a high wall with a big gate,” Friedman wrote in November of 2018. A few months later, a tour led by Border Patrol agents of the San Ysidro port of entry in San Diego left Friedman “more certain than ever that we have a real immigration crisis and that the solution is a high wall with a big gate—but a smart gate.”

      As reasonable as this might sound to anxious New York Times readers looking for what passes as humanitarian thinking in James Bennet’s opinion pages, the horror of Friedman’s logic eventually reveals itself when he considers who might pass through the big, smart gate in the high, high wall: “those who deserve asylum” and “a steady flow of legal, high-energy, and high-I.Q. immigrants.” Friedman’s tortured hypothetical shows us who he considers to be acceptable subjects of deportation and deprivation: the poor, the lazy, and the stupid. This is corporate-sponsored, state-sanctioned eugenics: the nativism of technocrats.

      The vision of a hermetically sealed border being sold, in different ways, by Trump and his allies, by Democrats, and by the Border Security Expo is in reality a selectively permeable one that strictly regulates the movement of migrant labor while allowing for the unimpeded flow of capital. Immigrants in the United States, regardless of their legal status, are caught between two factions of the capitalist class, each of which seek their immiseration: the citrus farmers, construction firms, and meat packing plants that benefit from an underclass of unorganized and impoverished workers, and the defense and security firms that keep them in a state of constant criminality and deportability.

      You could even argue that nobody in a position of power really wants a literal wall. Even before taking office, Trump himself knew he could only go so far. “We’re going to do a wall,” he said on the campaign trail in 2015. However: “We’re going to have a big, fat beautiful door on the wall.” In January 2019, speaking to the American Farm Bureau Association, Trump acknowledged the necessity of a mechanism allowing seasonal farmworkers from Mexico to cross the border, actually promising to loosen regulations on employers who rely on temporary migrant labor. “It’s going to be easier for them to get in than what they have to go through now,” he said, “I know a lot about the farming world.”

      At bottom, there is little material difference between this and what Friedman imagines to be the smarter, more humane approach. While establishment liberals would no doubt prefer that immigration enforcement be undertaken quietly, quickly, and efficiently, they have no categorical objection to the idea that noncitizens should enjoy fewer rights than citizens or be subject to different standards of due process (standards that are already applied in deeply inequitable fashion).

      As the smorgasbord of technologies and services so garishly on display at the Border Security Expo attests, maintaining the contradiction between citizens and noncitizens (or between the imperial core and the colonized periphery) requires an ever-expanding security apparatus, which itself becomes a source of ever-expanding profit. The border, shaped by centuries of bourgeois interests and the genocidal machinations of the settler-colonial nation-state, constantly generates fresh crises on which the immigration-industrial complex feeds. In other words, there is not a crisis at the border; the border is the crisis.

      CBP has recently allowed Anduril, a start-up founded by one of Peter Thiel’s mentees, Palmer Luckey, to begin testing its artificial intelligence-powered surveillance towers and drones in Texas and California. Sam Ecker, an Anduril engineer, expounded on the benefits of such technology at the Expo. “A tower doesn’t get tired. It doesn’t care about being in the middle of the desert or a river around the clock,” he told me. “We just let the computers do what they do best.”

      https://thebaffler.com/outbursts/border-profiteers-oconnor

  • Google employees call for removal of rightwing thinktank leader from AI council
    https://www.theguardian.com/technology/2019/apr/01/google-kay-coles-james-removal-employees-letter

    Staffers criticized the appointment of Heritage Foundation president Kay Coles James in a letter published on Monday A group of Google employees have called for the removal of a rightwing thinktank leader from the company’s new artificial intelligence council, citing her anti-LGBT and anti-immigrant record. Employees published a letter on Monday criticizing the appointment of Kay Coles James, the president of the Heritage Foundation, to Google’s newly formed advisory council for “the (...)

    #Google #HeritageFoundation #GoogleSearch #algorithme #Dragonfly #drone #éthique #censure #migration #LGBT #ProjectMaven (...)

    ##travail
    https://i.guim.co.uk/img/media/0bbbd5584385eba24f16d9e96a94dd50c3327e9e/0_184_3874_2326/master/3874.jpg

  • Google employees are lining up to trash Google’s AI ethics council - MIT Technology Review
    https://www.technologyreview.com/s/613253/googles-ai-council-faces-blowback-over-a-conservative-member

    un élément intéressant et à prendre en compte : les deux personnes visées sont également les deux seules femmes de ce comité d’experts. Choisies stratégiquement par Google pour faire jouer l’avantage genre, ou cibles plus évidentes des protestataires parce que femmes ?

    En tout cas, la place que la Heritage Foundation (droite dure et néo-management) prend dans l’espace mental des Etats-Unis, notamment dans le domaine technologique, est à suivre de près.

    Almost a thousand Google staff, academic researchers, and other tech industry figures have signed a letter protesting the makeup of an independent council that Google created to guide the ethics of its AI projects.
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    The search giant announced the creation of the council last week at EmTech Digital, MIT Technology Review’s event in San Francisco. Known as the Advanced Technology External Advisory Council (ATEAC), it has eight members including economists, philosophers, policymakers, and technologists with expertise in issues like algorithmic bias. It is meant to hold four meetings a year, starting this month, and write reports designed to provide feedback on projects at the company that use artificial intelligence.

    But two of those members proved controversial. One, Dyan Gibbens, is CEO of Trumbull, a company that develops autonomous systems for the defense industry—a contentious choice given that thousands of Google employees protested the company’s decision to supply the US Air Force with AI for drone imaging. The greatest outrage, though, has come over the inclusion of Kay Coles James, president of the Heritage Foundation, a think tank that opposes regulating carbon emissions, takes a hard line on immigration, and has argued against the protection of LGBTQ rights.

    One member of the council, Alessandro Acquisti, a professor at Carnegie Mellon University who specializes in digital privacy issues, announced on March 30th that he wouldn’t be taking up the role. “While I’m devoted to research grappling with key ethical issues of fairness, rights & inclusion in AI, I don’t believe this is the right forum for me to engage in this important work," he tweeted.

    The creation of ATEAC—and the inclusion of Gibbens and James—may in fact have been designed to appease Google’s right-wing critics. At roughly the same time the council was announced, Sundar Pichai, Google’s CEO, was meeting with President Donald Trump. Trump later tweeted: “He stated strongly that he is totally committed to the U.S. Military, not the Chinese Military. [We] also discussed political fairness and various things that Google can do for our Country. Meeting ended very well!”

    But one Google employee involved with drafting the protest letter, who spoke on condition of anonymity, said that James is more than just a conservative voice on the council. “She is a reactionary who denies trans people exist, who endorses radically anti-immigrant positions, and endorses anti-climate-change, anti-science positions.”

    Some noted AI algorithms can reinforce biases already seen in society; some have been shown to misidentify transgender people, for example. In that context, “the fact that [James] was included is pretty shocking,” the employee said. “These technologies are shaping our social institutions, our lives, and access to resources. When AI fails, it doesn’t fail for rich white men working at tech companies. It fails for exactly the populations that the Heritage Foundation’s policies are already aiming to harm.”

    Messages posted to a Google internal communications platform criticized the appointment of James especially. According to one post, earlier reported by the Verge and confirmed by the employee, James “doesn’t deserve a Google-legitimized platform, and certainly doesn’t belong in any conversation about how Google tech should be applied to the world.”

    As of 5:30 pm US Eastern time today the public letter, posted to Medium, had been signed by 855 Google employees and 143 other people, including a number of prominent academics. “Not only are James’ views counter to Google’s stated values,” the letter states, “but they are directly counter to the project of ensuring that the development and application of AI prioritizes justice over profit. Such a project should instead place representatives from vulnerable communities at the center of decision-making.”

    #Google #Intelligence_artificielle #Ethique #Politique_USA

  • Ten sailors missing after U.S. warship, tanker collide near Singapore
    https://www.reuters.com/article/us-usa-navy-crash-idUSKCN1B100C
    ça devient une habitude…
    mais cette fois à babord, donc, a priori, c’est lui qui a priorité…

    Ten sailors are missing after a U.S. warship collided with an oil tanker east of Singapore before dawn on Monday, tearing a hole beneath the waterline and flooding compartments that include a crew sleeping area, the U.S. Navy said.

    The collision between the guided-missile destroyer USS John S. McCain and the tanker Alnic MC was the second involving U.S. Navy destroyers and merchant vessels in Asian waters in little more than two months.

    The ships collided while the U.S. warship was heading to Singapore for a routine port call, the Navy said in a statement.

    • Ici, il est hors de question d’imaginer une quelconque défaillance de la veille sur l’un ou l’autre navire : ça doit être l’endroit où le trafic est le plus dense au monde et on est aux abords immédiats du port…

      En revanche, le communiqué de la Navy laisse songeur. Le John McCain est abordé à babord (à l’arrière de sa seconde cheminée), vraisemblablement à l’endroit où s’achève la dernière ligne droite de la trajectoire) alors que le pétrolier vient de l’est et se dirige vers le terminal pétrolier (dans l’axe de cette ligne droite). Difficile à imaginer si le John McCain entrait au port ; normalement, il présentait son flanc tribord…

      Au vu des photos, et de l’enfoncement des tôles, il semblerait que le pétrolier venait de l’arrière.

    • Stricken destroyer John S. McCain arrives in Singapore, 10 crew still missing
      http://www.navytimes.com/news/your-navy/2017/08/20/navy-destroyer-john-s-mccain-collides-with-merchant-vessel

      Mounting questions
      The details of how the collisions occurred remain unkown, But incidents such as those with the McCain and Fitzgerald incidents are troubling, said Jan van Tol, a retired commander of three war ships who now serves as an analyst with the Center for Strategic and Budgetary Assessments.

      Navy destroyers are remarkably nimble and responsive, including rapid acceleration ability, thus should certainly be able to get out of the way of almost anything approaching ‘too close,’” van Tol said in an email.

      Such close quarters situations should NEVER be allowed to develop without various watchstanders and watchteams being well aware that they are developing,” he said.

      It is unknown whether McCain had suffered any kind of casualty to its engineering or steering systems ahead of the collision that would have contributed to the disaster.

      The collision was the fourth significant safety incident of 2017 involving a U.S. 7th Fleet ship. In January, the cruiser Antietam ran aground in Tokyo Bay and in May, the cruiser Lake Champlain collided with a Korean fishing boat in the Sea of Japan.

      (outre le Fitzgerald)

    • Complètement dingue !

      La collision a eu lieu nettement plus à l’est, juste à l’entrée du dispositif de séparation de trafic. Dans les derniers instants, on voit l’Alnic NC abattre en grand sur la gauche en ralentissant fortement, indice évident d’une manœuvre en catastrophe, qui ne peut se justifier (on est dans le rail, bon sang !) que par une tentative d’évitement désespérée…

      Mille sabords !, que fabriquait cet amiral de bateau-lavoir de USS John S. McCain à cet endroit là ?
      (NB : le père et le grand-père du sénateur, John S. McCain III, ont tous les deux terminé leur carrière comme amiral et, pour faire simple portaient également le même middle name, Sidney. On fait dans la dynastie ou pas…)

      Comment a-t-il pu couper la route d’un bateau dont la route est absolument rectiligne et prévisible (il est dans le rail) ? Peut-être le McCain n’y était-il pas et a-t-il manœuvré brutalement pour s’y placer ?
      https://www.youtube.com/watch?v=vlrA36GzHNs

      EDIT (24/08)
      pour gCaptain, l’abattée à gauche est le résultat de la collision, ce qui parait tout à fait crédible et explique bien la forme de l’enfoncement sur l’arrière de l’ouverture. Le McCain devait filer vite pour dévier à ce point la trajectore.
      Du coup, on peut élaborer un scénario où le McCain coupe, pour des raisons qu’il reste à préciser, le rail « conformément aux règles internationales » : perpendiculairement et le plus vite possible. Et dans ce cas, il est responsable à 100%…

      Comment, elle a dit déjà l’amirauté ? ah oui, #poor_seamanship

      http://gcaptain.com/uss-john-s-mccain-collision-ais-animation-shows-tankers-track-during-colli

    • The Latest: US Navy vessel arrives to help damaged destroyer - The Washington Post
      https://www.washingtonpost.com/world/asia_pacific/the-latest-us-warship-sailing-on-own-power-after-collision/2017/08/20/9c7ae012-860e-11e7-96a7-d178cf3524eb_story.html

      5:00 p.m.
      The oil tanker involved in a collision with the USS John S. McCain destroyer in busy Southeast Asian waters had four deficiencies including navigation safety violations in its last port inspection.

      An official database for ports in Asia shows the Alnic MC was inspected in the Chinese port of Dongying on July 29 and had one document deficiency, one fire safety deficiency and two safety of navigation problems.

      The database doesn’t go into details and the problems were apparently not serious enough for the Liberian-flagged and Greek-owned vessel to be detained by the port authority.
      […]
      4:10 p.m.
      The chief of Malaysia’s Maritime Enforcement Agency says the collision between an oil tanker and the USS John S. McCain guided missile destroyer early Monday occurred at the start of a designated sea lane for ships sailing into the Singapore Strait, one of the world’s busiest shipping lanes.

      Zulkifli Abu Bakar said the incident occurred 4.5 nautical miles (8.3 kilometers) from Malaysia’s coast. He said a Malaysian warship was in the area monitoring the cleanup of an oil spill from an unrelated collision of two merchant ships and was contacted by the McCain.

      Both Malaysia and Singapore say the accident happened in their waters, likely reflecting a dispute about ownership of some rocky outcrops in the area.

      It happened in Malaysian territorial waters, specifically in Teluk Ramunia waters,” Zulkifli said. “For this moment, we shouldn’t argue about whose waters. Most important thing is we focus on the search and rescue.

    • Frontière entre la Malaisie et Singapour — Wikipédia
      https://fr.wikipedia.org/wiki/Frontière_entre_la_Malaisie_et_Singapour

      La délimitation de cette frontière maritime a fait l’objet d’un recours devant la Cour internationale de justice, effectué conjointement le 24 juillet 2003 par la Malaisie et Singapour. Le différend portait sur l’île de Pedra Branca, les Middle Rocks (deux rochers inhabités) et South Ledge, un haut-fond découvrant. Par un arrêt du 23 mai 2008, la Cour a attribué Pedra Blanca à Singapour, les Middle Rocks à la Malaisie, et South Ledge à l’État dans les eaux territoriales duquel il se trouve (la Cour n’ayant pas reçu mandat des parties pour délimiter leurs eaux territoriales respectives).

      L’arrêt de la CIJ
      Affaire relative à la souveraineté sur Pedra Blanca/Pulau Batu Puteh, Middle Rocks et South Ledge –(Malaisie/Singapour)
      Arrêt du 23 mai 2008
      http://www.icj-cij.org/files/case-related/130/130-20080523-JUD-01-00-FR.pdf

      (il me semblait avoir vu passer ce contentieux ici)


      (extrait de l’arrêt de la CIJ)

    • Serrage de boulons généralisé…

      Admiral to order operational pause in Navy after warship, merchant ship collide - CNN
      http://edition.cnn.com/2017/08/20/asia/us-navy-destroyer-collision-singapore/index.html

      Chief of Naval Operations Adm. John Richardson is expected to order a one-day pause in operations “to ensure we are taking all appropriate immediate measures to enhance the Navy’s safe and effective operation around the world,” according to a US Defense official and an advanced copy of Richardson’s statement obtained by CNN.

      The stand-down will take place over the next couple of weeks, at the discretion of individual commands, the defense official said.

      The order comes after a US Navy guided-missile destroyer collided early Monday with an oil tanker east of Singapore, the fourth accident this year involving a US warship in Asian waters.

      This is the second major collision in the last three months, and is the latest in a series of major incidents, particularly in the Pacific theater. This trend demands more forceful action,” Richardson’s statement says.

      C’est le moment de ressortir la vanne éculée du phare et du porte-avions états-unien… #lighthouse_vs_US_Navy

      https://en.wikipedia.org/wiki/Lighthouse_and_naval_vessel_urban_legend

    • US Navy also considering ’cyber intrusion or sabotage’ as possible causes for USS John McCain collision
      http://www.ibtimes.co.uk/us-navy-also-considering-cyber-intrusion-sabotage-possible-causes-uss-joh

      A steering failure, or maybe even hacked systems – the US Navy is considering all possible reasons after launching a broad investigation into the collision of the US guided-missile destroyer USS John McCain with an oil tanker off the coast of Singapore on Monday (21 August).

      Plusieurs médias reprennent l’hypothèse, apparemment émise par l’US Navy, de panne de l’appareil à gouverner (#avarie_de_barre, un des entrainements les plus fréquents en passerelle dans mon souvenir, presqu’autant que #un_homme_à_la_mer à babord/tribord suivie du Boutakov règlementaire…) Je ne trouve pas le communiqué original. Pas plus que, l’évocation officielle d’une #cyber-attaque qui aurait déjà été plus ou moins éliminée par la marine.

      Apparemment, la source initiale est CNN

      Ships, aircraft search for crashed US destroyer’s 10 missing crew - CNNPolitics
      http://edition.cnn.com/2017/08/21/politics/uss-john-s-mccain-collision/index.html?sr=twCNN082217uss-john-s-mccain-collision0958AMVODtop

      What caused the accident?
      The warship suffered a steering failure as the warship was beginning its approach into the Strait of Malacca, causing it to collide with a commercial tanker Monday, a US Navy official told CNN.
      The official said it was unclear why the crew couldn’t utilize the ship’s backup steering systems to maintain control of ship.
      Earlier, another US Navy official told CNN there were indications the destroyer experienced a loss of steering right before the collision, but steering had been regained after the collision.

      Évidemment, l’option #hacker circule pas mal (déjà pour l’USS Fitzgerald), Popular Mechanics explique de son côté que ça ne peut pas être du #GPS_spoofing, etc.
      No, the USS McCain Wasn’t a Victim of GPS Spoofing
      http://www.popularmechanics.com/military/navy-ships/news/a27854/uss-mccain-collision-gps

    • Ah, ben Les Échos relaient le complotisme, bravo…
      (oubliant au passage l’hypothèse de l’avarie de barre, mise en avant par l’amiral Richardson (CNO : Chief of naval operations)

      Après la collision d’un destroyer américain, des experts agitent la piste de la cyberattaque
      https://www.lesechos.fr/industrie-services/air-defense/010189757977-apres-la-collision-dun-destroyer-americain-des-experts-agitent

      L’amiral n’a pas exclu que la collision ait pu être provoquée par un facteur extérieur ou une cyberattaque. Cet accident n’est pas le premier (voir encadré) et intrigue certains spécialistes de la Défense.

      « Il y a quelque chose de plus que la simple erreur humaine car sinon cela impliquerait énormément de gens », avance par exemple Jeff Stutzman interrogé par le site McClatchyDC.

      Pour cet ancien spécialiste de la guerre de l’information et de la marine, qui travaille désormais chez Wapack Labs, une société de sécurité informatique, tout bâtiment qui s’avance dans le détroit de Singapour aura sur le pont une équipe complète de vigiles et d’opérateurs radars.

      De son côté, interrogé par le site « International Business Times », Todd Humphreys, un professeur à l’Université du Texas et spécialiste en systèmes de navigation par satellite, va plus loin dans la suspicion.

      Pour lui, cet accident semble « statistiquement très suspect ». Et il n’hésite pas à faire un parallèle avec un incident intervenu en juin en Mer noire et au cours duquel des signaux GPS auraient été trafiqués via, selon lui, « un signal qui provenait du continent russe ».

      La piste russe n’est cependant pas la seule à être soulevée. Interrogé par le site australien news.com, Itay Glick, un autre expert de cybersécurité qui a travaillé pour les services de renseignements israéliens, avance que si la Russie a les capacités d’effectuer une telle attaque, la Chine l’a également.

      « Je ne crois pas aux coïncidences », explique-t-il encore en rappelant que « l’erreur humaine » est toujours une solution de facilité pour expliquer un accident.

      À « l’expert » dont les pontifications concluent l’article, on fera remarquer que la Navy a viré tout l’état-major de l’USS Fitzgerald et on rappellera aux Échos que l’amiral Richardson met en avant une deuxième hypothèse « matérielle ».

      Certains font remarquer que les nombreuses gesticulations de la Navy dans un contexte où le nombre de bâtiments baisse pourraient avoir aboutir à une fatigue des équipements et des équipages…

      Enfin, on sourira à la légende de la photo (bizarrement fournie par le SIPA) ouvrant l’article…


      Toutes les pistes sont envisagées y compris celle d’une cyberattaque, a laissé entendre l’amiral John Richardson, chef des opérations de la marine américaine.
      Daniel Chan/AP/SIPA

      … où on a un peu de mal à reconnaître l’amiral Richardson…

      la légende d’AP est la suivante
      Malaysian Maritime Director Indera Abu Bakar points to damage on USS John S. McCain at press conference in Putrajaya on Monday.
      AP Photo/Daniel Chan

    • China Calls U.S. Navy ’Arrogant’ After USS John Mccain Collision Accident
      http://www.newsweek.com/china-us-arrogant-john-mccain-653395

      A Chinese state-run newspaper claimed Monday that the most recent collision of a U.S. Navy destroyer with a merchant ship was an example of the U.S.’s “arrogance” in conducting patrols in and around the South China Sea.

      The nationalist Global Times ran an editorial Monday shortly after the USS John S. McCain was hit by an oil tanker east of Singapore in the Strait of Malacca and 10 sailors were reported missing.

      While stating the collision was an example of the U.S. military’s decline and that Chinese society’s “applause” was tantamount to the nation’s feelings toward the U.S. encroaching on its territory, the opinion piece also claimed that the U.S. is not trying to avoid such collisions.

      U.S. warships are constantly involved in accidents around the South China Sea,” the op-ed, which is often considered direct thoughts from the Chinese government, read. “On the one hand, the U.S. Navy has behaved arrogantly in the Asia-Pacific region. It lacks respect for huge merchant ships and fails to take evasive action in time, thus resulting in serious accidents.

      On n’est pas loin de la blague du phare…
      Blague qu’évoque le deuxième commentateur de l’article du Monde sur le sujet.
      https://seenthis.net/messages/623860

    • CNN sur la même – et évidente – question, mais beaucoup plus terre à terre : quand il y a série, c’est qu’il y a problème de fond…

      Why are so many Navy ships crashing ? - CNNPolitics
      http://edition.cnn.com/2017/08/21/politics/navy-ships-crashing-readiness/index.html

      The US Navy is facing difficult questions about the health of its fleet in the aftermath of the USS John S. McCain’s collision with an oil tanker east of Singapore on Monday, the latest in a series of naval accidents in the Pacific.

      Chief of Naval Operations Adm. John Richardson ordered a rare, one-day operational pause in response to the latest collision. And while the cause of the USS McCain crash is still to be determined, the spate of accidents — four since January — suggests there could be a more systemic issue.
      Lawmakers and defense analysts are warning that the Navy’s readiness problems — which have led to longer deployments for ships and less time and money for maintenance and training — could be playing a role in the uptick in crashes.
      In addition to the Navy’s stand-down, the Marine Corps grounded all of its aircraft for 24 hours earlier this month on the heels of two deadly crashes “to focus on the fundamentals of safe flight operations, standardization, and combat readiness.

      House Armed Services Committee Chairman Mac Thornberry, R-Texas, said it was unprecedented that “two military services have now had to take a knee to review safety and training procedures.
      […]
      Former Virginia Republican Rep. Randy Forbes, who is now a fellow at the Naval War College, said the concern over the recent incidents goes beyond just determining why the collisions occurred, but points to a broader issue if the Navy had to ramp up in a significant conflict.

      When our ships are having this much difficulty sailing in open waters, it gives us a lot of concern about what would happen if we were in a major conflict and how we would operate there,” Forbes said. “The Navy is in desperate need of additional resources so that they can do the kind of training they need, they can do the kind of ship maintenance they need.
      […]
      Thomas Callender, a defense analyst at the Heritage Foundation and former Navy submarine officer, noted that the destroyer collisions occurred in low-light times of day and highly trafficked areas.

      Those are some of the most difficult times, sunset and sunrise, of trying to determine what your contact picture is, what you’re really seeing with this,” Callender said.
      Forbes said traffic congestion would likely be a commonality, too.

      It’s like when you have accidents on roads: Normally it’s going to be where more vehicles are,” he said. “It still doesn’t justify it — we’ve got to operate in those waters.
      But the fact that all four Navy collisions this year occurred in the Pacific could also point to issues with training that are specific to the region, Hendrix said.
      The fact this is so regional ... it strikes me there’s a degradation in training standards and operational procedures,” he said.

    • Déclaration, ce soir à Singapour, de l’amiral Scott Swift, commandant de la Flotte du Pacifique (3è et 7è flotte)
      https://www.youtube.com/watch?v=f4YIXBf03eo


      pas d’info particulière dans la déclaration liminaire (tout bien, tout corporate)

      • toute première question (7:00) (on ne les entend pas bien, mais les réponses permettent de les reconstituer) : cyberattaque ?
      – j’ai entendu cette hypothèse, mais on n’a rien vu qui puisse laisser penser à quelque chose de cette nature, mais nous (il cite le CNO) n’écartons aucune hypothèse

      • des modifications dans la chaîne de commandement
      – c’est trop tôt pour conclure quoi que ce soit, laisser se dérouler l’enquête

      • la flotte n’est-elle pas épuisée ? y a-t-il eu des négligences ?
      – ce n’est pas ce que j’ai vu ce matin lors de ma visite du navire, les équipages sont déterminés et opérationnels, ils ont bien bossé pour le damage control

      • découverte de corps ?
      – la marine malaisienne a récupéré un corps (en mer, donc) et va nous le restituer ; les plongeurs ont trouvé des corps, nous sommes en train de les identifier

    • U.S. Navy to relieve admiral of command after collisions: WSJ
      https://www.reuters.com/article/us-usa-navy-crash-admiral-idUSKCN1B3034

      The U.S. Navy plans to remove from duty the commander of the fleet that has suffered four recent collisions in Asia and the deaths of a number of sailors, the _Wall Street Journal _reported on Tuesday, citing U.S. officials.

      Vice Admiral Joseph Aucoin, the three-star commander of the U.S. Seventh Fleet based in Yokosuka, Japan, will be relieved of command on Wednesday in connection with four collisions since January, including two involving fatalities, two U.S. officials said, according to the Journal. It said Navy officials declined to comment.

    • La Chine remet une couche…

      After U.S. destroyer collision, Chinese paper says U.S. navy a hazard
      https://www.reuters.com/article/us-usa-navy-crash-china-idUSKCN1B20O2

      The state-run China Daily said in an editorial on Tuesday that people will wonder why such a sophisticated navy keeps having these problems.

      The investigations into the latest collision will take time to reach their conclusions, but there is no denying the fact that the increased activities by U.S. warships in Asia-Pacific since Washington initiated its rebalancing to the region are making them a growing risk to commercial shipping,” it said.

      China has been upset at U.S. freedom of navigation operations near Chinese controlled islands in the disputed South China Sea, where China has been reclaiming land, building air bases and increasing its military presence.

      While the U.S. Navy is becoming a dangerous obstacle in Asian waters, China has been making joint efforts with the members of the Association of Southeast Asian Nations to draw up a Code of Conduct for the South China Sea and it has boosted navigational safety by constructing five lighthouses on its islands,” the China Daily said.

      Anyone should be able to tell who is to blame for militarizing the waters and posing a threat to navigation.

    • Ah, quand même, on se décide enfin à demander leur avis à des experts en autre chose que les cyberattaques !

      US Navy 7th Fleet commander dismissed, Navy says - CNNPolitics
      http://edition.cnn.com/2017/08/22/politics/uss-mccain-7th-fleet-commander-dismissal/index.html

      Carl Schuster, a Hawaii Pacific University professor and former director of operations at the US Pacific Command’s Joint Intelligence Center, said that he thought it was unlikely that the ship would have been hacked.

      Navigating a ship in a shipping channel is a manual operation. It comes down to watch attention and awareness. It’s a training procedure issue and a watch qualification issue,” he said.

      He added that even if the steering had been compromised it would be possible for the McCain to outrun the tanker, and that some degree of directionality would be possible by changing the speed of the port and starboard propellers.

      The “traffic situation” in the shipping channel at that time should be the focus of investigation, Ridzwan Rahmat, a senior defense and security analyst at Jane’s suggests.

      The signs were that the merchant ship was in compliance and the damage on the USS John S. McCain suggests that it wasn’t in compliance” of traffic rules at the time, he said.

    • Si vous ne l’avez pas déjà lu, peut-être faites un petit détour sur le fil concernant le Fitzgerald, l’article de gCaptain, Red over red, concernant le rapport préliminaire sur l’abordage d’il y a deux mois est à lire absolument.
      https://seenthis.net/messages/607667#message624112

      Je reprends ici mon commentaire qui concernait plutôt les événements du McCain (je finis par m’y perdre…)
      https://seenthis.net/messages/607667#message624116

      Sur l’incompétence des commentateurs, je remarque qu’aucun n’a fait la remarque que le navire de guerre coupe la route d’un bâtiment de commerce dans un rail…

      L’hypothèse d’une cyberattaque relève du délire. Mais peut-être que les hackers russes ou chinois dont déjà capables aujourd’hui de liquéfier les cervelles d’une équipe de quart en passerelle, après tout de quoi ne sont-ils pas capables ?

      Si le GPS est tombé en rade ou a été piraté, on dispose d’autres moyens de navigation, mille sabords, notamment en vue de terre. Bon sang, l’abordage a eu lieu à 5 miles du principal phare de la région et à 10 miles de la côte ! Si la passerelle a besoin du GPS pour naviguer, il y a lieu de s’interroger sur les compétences requises pour être officier de quart dans l’US Navy.

      Mais, de fait, on en est bien là : couper la route d’un navire dans le rail (je sais je me répète, mais ça ne passe pas !…)

      d’où mon soulagement (enfin, presque…) dans le commentaire précédant immédiatement celui-ci…

    • Search for Missing U.S. Sailors Slowed by Extensive Damage to Vessel - The New York Times
      https://www.nytimes.com/2017/08/24/world/asia/mccain-collision-destroyer-united-states-navy.html

      In the McCain case, the search is taking longer because the damage to the vessel appears to be more extensive. According to one Navy official, who spoke on the condition of anonymity because investigations were underway, the Alnic appears to have hit the McCain nearly head-on, whereas the Fitzgerald suffered more of a glancing blow.

      C’est en effet compatible avec l’enregistrement de la trajectoire de l’Alnic MC (j’ai complété mon commentaire de la vidéo des relevés AIS https://seenthis.net/messages/623510#message623551 )

      Par ailleurs, le corps repêché par la marine malaisienne n’avait pas de lien avec l’abordage.

      A Malaysian Navy vessel found a body at sea on Tuesday, but it turned out to be the decomposed corpse of an elderly man and was unrelated to the collision, the United States Navy said.

    • China suspected after crashes of USS John S McCain and USS Fitzgerald | World | The Times & The Sunday Times
      https://www.thetimes.co.uk/article/0988b8f8-88fa-11e7-a8f3-117a3aea90d9

      The collision on Monday between a Liberian tanker and a US warship, the latest in a series of incidents in Asia, has provoked questions about possible Chinese involvement.

      A former Royal Navy officer said that the movements of the Guang Zhou Wan, a Chinese commercial vessel, could be significant in explaining the fatal crash off Singapore that left at least one sailor dead. A further nine are missing.

      Tracking data indicates that the tanker that collided with U_SS John S McCain_ was followed by the Chinese vessel, which appeared to steer out of the way before the incident.

      “You get the impression that fleet forces command are going to be looking at wider potential problems — hacking, crew training, how they are navigating, validating of ship-watch…

    • With the USS McCain collision, even Navy tech can’t overcome human shortcomings | Ars Technica
      https://arstechnica.com/gadgets/2017/08/with-the-uss-mccain-collision-even-navy-tech-cant-overcome-human-shortc

      Initial reports from the organization suggest that a “steering casualty”—a loss of control over steering from the bridge—contributed to the McCain’s fatal collision. That, and the nature of the ship’s steering and navigation system, has led to speculation that the McCain was “hacked” and that perhaps some sort of malicious electronic attack was also involved in the Fitzgerald’s collision.

      But so far, available evidence suggests something much less sinister—though potentially more threatening to the overall readiness of the service. There was no hacking, no GPS spoofing or jamming, nor any other deliberate enemy electronic attack on the Navy ships involved in this year’s accidents. Instead, much more human factors were at work—and some of them are endemic to the Navy’s current management culture and operational readiness.
      […]
      Watch standers aboard modern warships may have more technology to help them, but they still face a daunting task when they enter high-traffic areas as treacherous as the Strait of Gibraltar—or the Strait of Malacca, the approaches to the Bosporus and Dardanelles, and the approaches to Tokyo Bay. In each, hundreds of other vessels may be visible to the naked eye or on the radar scope. The resulting sea of data points can overwhelm even an experienced bridge crew regardless of how good their technology is.

      Long article, où je finis par perdre le fil de ce qu’il cherche à dire…

    • U.S. Navy Provides Details of Surface Fleet Review In Wake of ’Disturbing Trend’ of Accidents – gCaptain
      http://gcaptain.com/u-s-navy-provides-details-surface-fleet-review-wake-disturbing-trend-accid

      The U.S. Navy has provided details of a comprehensive review of the Navy’s global surface fleet operations after the destroyers USS Fitzgerald and John S. McCain were both involved in major collisions with commercial vessels just two months apart.

      http://navylive.dodlive.mil/files/2017/08/MEMO-FOR-USFF_COMPREHENSIVE-REVIEW-OF-RECENT-SURFACE-FLEET-INCIDEN

      2. You are directed to lead a Comprehensive Review of surface fleet operations and incidents at sea that have occurred over the past decade with emphasis on SEVENTH Fleet operational employment to inform improvements Navy-wide. This review should address the follow areas:

      a. Individual training and professional development, to include seamanship, navigation, voyage planning, leadership development, officer and enlisted tactical training in formal schools and on the job;

      b. Unit level training and operational performance, to including manning, personnel management, watchbill management, bridge (and CIC) team resource management, contact management, contact avoidance, leadership oversight and risk assessment/mitigation at all levels of the chain of command;

      c. Development and certification of deployed operational and mission standards (Force Generation) with particular emphasis on Forward Deployed Naval Force (FDNF), to include validation of required certification standards, gaps between required standards and actual employment practices, effectiveness of leadership and oversight at all levels of administrative and operational chains of command, maintaining and enforcing standards throughout FDNF assignment including self-assessment practices, external inspection reinforcement, remedial action mitigation plans;

      d. Deployed Operational Employment and Risk Management (Force Employment), to include Combatant Commander mission requirements, theater security cooperation requirements, maintenance impacts, other competing priorities (fleet experimentation, concept development), and their corresponding impact to operational tempo (OPTEMPO) and fundamental mariner and seamanship proficiency;

      e. Material Readiness of electronic systems to include navigation equipment (e.g. AIS, radars, ECDIS, VMS, WSNs), propulsion machinery to include steering systems, combat system modernization, and material availability;

      f. Practical Utility of current navigation equipment and combat systems including sensors, tracking systems, displays, and internal communications networks to evaluate their effectiveness at integrating tactical data and providing situational awareness to our people.

    • Fatigue and Training Gaps Spell Disaster at Sea, Sailors Warn - The New York Times
      https://www.nytimes.com/2017/08/27/world/asia/fatigue-and-training-gaps-spell-disaster-at-sea-sailors-warn.html

      The bridge of each Navy destroyer is controlled by a round-the-clock shift of young officers, who must pass written and oral exams to qualify for the positions. Still, they typically are under 25 and may have little shipboard experience. Junior officers also move on to other assignments after limited tours.

      Are we shortchanging their basic training, especially as we rotate our junior officers every 18 to 24 months?” asked Admiral Crowder.

      Training for junior ship officers has changed significantly in recent years. In 2003, the Navy dropped what had been an intensive six-month training course on navigation, basic seamanship, engineering and maintenance before new officers were assigned to their first ship.

      Instead, the new officers were sent directly to a ship where they were supposed to learn on the job. Some said they got practical training on deployments, and noted that the Seventh Fleet had a reputation as being the most experienced in the Navy. But, many commanders said, crews were too busy to provide that kind of instruction.

      By last year, the Navy had largely reversed course, sandwiching a junior officer’s first sea tour between 14 weeks of classroom work.
      […]
      Most ships use a traditional “five and dime” watch rotation, in which sailors serve five hours of watch, then have 10 hours off, he said. But during those 10 hours, sailors often have daytime duties.

      The rotation can lead to a watch officer pulling a 20-hour day every three days, Mr. Cordle said, adding that even designated sleep time can be interrupted by drills or refueling operations that can keep sailors up for days at a time. A recent Government Accountability Office report said sailors were on duty up to 108 hours each week.

      I averaged 3 hours of sleep a night,” someone described as a Japan-based Navy officer wrote on Reddit last week. “I have personally gone without sleep for so long that I have seen and heard things that weren’t there. I’ve witnessed accidents that could have been avoided because the person was so tired they had no right to be operating heavy machinery.

      Navy tests of sailors on the five-and-dime schedule found lack of sleep led to blunted decision-making and reflexes that were roughly the same as those of sailors who had downed several beers.

      The Naval Postgraduate School has developed a shorter watch schedule to match circadian rhythms, which uses three hours of watch duty and nine hours off. Recognizing the benefits, submarines were ordered to move to a similar schedule in 2015.

      Mr. Cordle said adopting the schedule could result in greater safety. But the Navy has left scheduling up to individual captains, and three quarters of ships still use the five and dime.

    • Ship Collisions : Address the Underlying Causes, Including Culture | U.S. Naval Institute
      https://www.usni.org/magazines/proceedings/2017-08/ship-collisions-address-underlying-causes-including-culture

      Un think tank naval, grosse institution privée (estd 1873…), entre dans la danse (après plusieurs autres dont gCaptain). Dans le collimateur :
      • l’organisation des tours de quart
      • la non-spécialisation des officiers entre pont et machine
      • la (non-)formation au quart
      (j’ai lu sur un blog que, sur les navires modernes de la Navy (classe Ticonderoga !), il n’y aurait plus de table à carte en passerelle (support traditionnel du point à la main) mais uniquement de l’électronique…, à confirmer)

      In the wake of the USS Fitzgerald (DDG-62) and USS John S. McCain (DDG-56) collisions, the Navy is conducting investigations, relieving commanding officers, conducting safety stand downs (operational pauses), and retraining. This is a similar response to past mishaps, but this time the Navy must include true root cause analysis . Analysis after mishaps invariably uncovers human error and training deficiencies as causal factors. Some people get fired and others retrained. The Navy has begun to dig deeper with the CNO’s mandate for a fleet-wide investigation last week. I predict some of the findings of root causes will include the Navy’s approach to training and career development, surface warfare officer (SWO) culture, and high operational tempo (OpTempo) driving mission over people. 

      When a junior officer (JO) reports to a warship, he or she immediately has three jobs: standing watch under instruction, running a division, and earning qualifications (first as an officer of the deck and then as a SWO). Once qualified to be a watchstander, a JO is on the watch bill and expected to train the next batch of JOs. Depending on the number of qualified watchstanders on board, the watch rotation varies: “port and starboard” (6 hours on watch and 6 hours off); “five and dime” (5 hours on and 10 hours off watch, rotating); three or four section “chow to chow” rotating (based around mealtimes); “3 on/9 off” or “4 on/8 off” with two watches per day that do not change for a given underway. The “off” time is when a JO can accomplish day work, run the division, and work on qualifications—along with a little sleep and maybe squeeze in a run on the treadmill.
      […]
      The U.S. Navy appears to be the only maritime organization in the world that does not have dedicated watchstanders and separate dedicated professional tracks for deck and engineering.
      […]
      Another root cause likely will be the alertness level of those watchstanders. Watch rotations vary greatly in the fleet, partly because of the variability in the number of qualified watchstanders and partly because of SWO culture. Many COs will direct the watches be run the way he or she experienced as a JO. The vast majority of Navy ships still use rotating watches, which is completely against human circadian rhythms. With rotating watches, everyone sleeps when they are off watch because they are in a constant state of exhaustion. Myriad sleep deprivation studies have proven that lack of sleep is cumulative. You can’t “catch up” on sleep, and decision-making is impaired just like being under the influence of alcohol or drugs. Yet the Navy has not addressed watch rotations to maximize crew rest. Instead, it perpetuates a culture where lack of sleep is a rite of passage, and the main risk assessment tool does not account for crew rest.

    • Singapore-led safety investigation underway into USS John S McCain collision - Channel NewsAsia
      http://www.channelnewsasia.com/news/singapore/singapore-led-safety-investigation-underway-into-uss-john-s-9174198

      The Singapore Transport Safety Investigation Bureau (TSIB) launched a marine safety investigation following the collision of the USS John S McCain and Liberian-flagged oil tanker Alnic MC on Aug 21. 

      A TSIB spokesperson said on Thursday (Aug 31) that the investigation was launched immediately after the collision, and the probe was being conducted in accordance with the International Maritime Organization’s Casualty Investigation Code in Singapore’s capacity as a coastal state.

      The US Coast Guard, on behalf of the US National Transportation Safety Board, and the Liberian Maritime Administration are participating in Singapore’s safety investigation as Substantially Interested States,” the spokesperson said. 

      To date, investigators have interviewed the crew members of the Alnic, while TSIB has been coordinating with the US Coast Guard to gather relevant information on the US guided-missile destroyer, including statements of account from its crew. 

      TISB has also obtained shipboard data from the Alnic and other ships in the vicinity at the time of the collision to support the Singapore-led safety investigation, the spokesperson said.

      Si on lit entre les lignes, il semblerait que le TSIB rende public l’ouverture de leur enquête (avec 10 jours de retard) pour faire pression sur la Navy qui, à son habitude, ne semble pas particulièrement coopérative…

      Clairement, il n’est pas prévu qu’ils aient accès directement aux témoignages des marins du McCain

    • U.S. Navy to Haul Damaged Destroyer John S. McCain to Japan for Damage Assessment – gCaptain
      http://gcaptain.com/u-s-navy-to-haul-damaged-destroyer-john-s-mccain-to-japan-for-damage-asses

      The U.S. Navy is planning to haul the damaged guided missile destroyer USS John S. McCain to its ship repair facility in Yokosuka, Japan where damage assessments will continue to take place.

      The Navy said Tuesday it intends to issue a task order on an existing contract, for the salvage patching and transport via heavy lift of USS John S McCain (DDG 56) from Changi Naval Base in Singapore to the U.S. Navy’s Ship Repair Facility-Japan Regional Maintenance Center in Yokosuka, Japan. The Navy did not specify which existing contract it was referring to.

    • Une hypothèse circule depuis quelques jours : l’USS John S McCain aurait été en train de doubler l’Alnic NC, suffisamment près (ie beaucoup trop près…) pour que, vers la fin du dépassement, la perturbation hydrodynamique due à la vague d’étrave de l’Alnic vienne perturber le safran du McCain, provoquant une embardée à gauche, voire mettant en panne l’appareil à gouverner.
      http://forum.gcaptain.com/t/uss-j-mccain-alnic-mc-collision-near-singapore/45819/327

    • Un peu de ménage…
      Pour l’instant, l’état-major du destroyer n’a pas été touché.

      Admiral, Captain Removed in Ongoing Investigations into USS John S. McCain, USS Fitzgerald Collisions
      https://news.usni.org/2017/09/18/admiral-captain-removed-part-investigation-uss-john-s-mccain-uss-fitzgera

      The commander of the Navy’s largest operational battle force and his subordinate in charge of the attached destroyer squadron have been removed from their positions as a result of ongoing investigations into a string of incidents this year that resulted in the death of 17 sailors and hundreds of millions of dollars in damages, USNI News has learned.

      U.S. 7th Fleet Commander Vice Adm. Philip Sawyer removed Rear Adm. Charles Williams, commander of Combined Task Force 70, and Capt. Jeffery Bennett, commodore of Destroyer Squadron 15, from their positions on Monday (Tuesday local time) due to a loss of confidence in their ability to command, two Navy officials told USNI News and later confirmed by a statement from the service.

    • Les réparations auront lieu « localement », à Yokosuka. Localement, parce qu’il faut encore acheminer l’USS John S McCain de Singapour à Yokosuka (transfert prévu dans le courant de ce mois). Contrairement à l’USS Fitzgerald qui lui était à Yokosuka et va être acheminé à Pascagoula dans le Mississippi (probablement en décembre).

      USS John S. McCain to Be Repaired in Japan – gCaptain
      http://gcaptain.com/uss-john-s-mccain-to-be-repaired-in-japan

      The U.S. Navy will repair the guided-missile destroyer USS John S. McCain (DDG 56) at the U.S. Naval Ship Repair Facility-Japan Regional Maintenance Center in Yokosuka, Japan.

      Repairs will begin upon arrival from Singapore aboard a heavy lift vessel in October, the Navy said.

      Accessoirement, on profitera de l’immobilisation pour faire un peu de remise à niveau :

      In addition to supporting repairs, the McCain’s crew will focus on training, readiness, and certifications to prepare the ship for its return to the Seventh Fleet, according to the Navy.
      […]
      On Thursday, the USS John S. McCain departed Changi Naval Base to meet the heavy lift transport vessel MV Treasure, which will transport it to Fleet Activities Yokosuka for repairs.

    • U.S. Navy says deadly McCain collision was #preventable, relieves ship commander
      https://www.reuters.com/article/us-usa-navy-asia/u-s-navy-says-deadly-mccain-collision-was-preventable-relieves-ship-command

      The commanding officer exercised poor judgment, and the executive officer exercised poor leadership of the ship’s training program,” the USS Seventh Fleet said in a statement released in Japan on Wednesday.
      […]
      The McCain’s captain, Commander A. Sanchez, and his executive officer, Commander J. Sanchez, were reassigned to other duties in Japan, where the Seventh Fleet is headquartered, the Navy said.

      On attend le rapport préliminaire d’enquête…

  • 12月31日のツイート
    http://twilog.org/ChikuwaQ/date-161231

    The latest Papier! paper.li/ChikuwaQ/13277… Thanks to @lcm1pen @CMarcandier @sevelaure #art #cathealth posted at 09:13:30

    Top story: Donald J. Trump on Twitter: "Great move on delay (by V. Putin) - I a… twitter.com/realdonaldtrum…, see more tweetedtimes.com/ChikuwaQ?s=tnp posted at 07:19:11

    Top story: Behind the Lens: 2016 Year in Photographs – The White House – Medium medium.com/@WhiteHouse/be…, see more tweetedtimes.com/ChikuwaQ?s=tnp posted at 05:19:54

    Top story: Heritage Foundation on Twitter: "Vladimir Putin respects two things:… twitter.com/Heritage/statu…, see more tweetedtimes.com/ChikuwaQ?s=tnp posted at 03:13:46

    ま、いっかー blog.goo.ne.jp/kuru0214/e/874… posted at 02:41:08

    Top story: En 2016, les cinémas français atteignent leur deuxième meilleur nive… www.lemonde.fr/cinema/article…, see more (...)

  • Emails Show Close Ties Between #Heritage_Foundation and #Lockheed_Martin
    https://theintercept.com/2015/09/15/heritage-foundation

    When the Pentagon decided in 2009 to cut funding for Lockheed Martin’s F-22 Raptor fighter jet — a weapons system with cost overruns in the billions of dollars that has rarely seen combat — the Heritage Foundation fought tooth and nail to restore taxpayer money for the planes.

    Heritage depicted its support for the F-22 as a matter of vital national security. But what the public didn’t know is that Lockheed Martin, a corporate donor to the conservative think tank, met with Heritage officials on nearly a monthly basis to discuss the F-22 and other defense industry priorities.

    Internal emails leaked online show at least 15 meetings in 2008 and 2009 between officials at Heritage and Lockheed Martin, including one with Bill Inglee, who at the time served as a senior lobbyist at Lockheed Martin.

    #conflit_d'intérêt #manipulation#experts#va-t-en-guerre

  • DPRK least economically free country in world, says think tank | NK News – North Korea News

    http://www.nknews.org/2014/01/dprk-least-economically-free-country-in-world-says-think-tank

    On s’en serait douté, mais bon.

    DPRK least economically free country in world, says think tank
    Survey ranks DPRK 178 out of 178 countries
    soldiers-farming-northkorea

    by Oliver Hotham , January 16, 2014

    North Korea has been again ranked the least economically free country in the world, the conservative Heritage Foundation declared on Tuesday.

    In the report, simultaneously released by the think-tank and Wall Street Journal, North Korea ranked 178 out of 178 countries, with a score of just 1.0, behind Cuba, Zimbabwe and Venezuela.

    #corée_du_nord

  • Think Tanks Are Nonpartisan? Think Again
    http://www.miller-mccune.com/politics/think-tanks-are-nonpartisan-think-again-39850

    Universally, think tanks claim to be nonpartisan, and as tax-exempt nonprofits, this is a basic requirement in the tax code. But most people in Washington know the ideological leanings of think tanks that may obscure this fact in their titles: There’s the Cato Institute (libertarian), the Heritage Foundation (conservative), the Brookings Institution (moderate liberal) and the Center for American Progress (progressive).

  • CNN hands over Republican foreign policy debate to neocon cabal | Al Akhbar English
    http://english.al-akhbar.com/blogs/gadfly/cnn-hands-over-republican-foreign-policy-debate-neocon-cabal

    When Republican primary candidates debate foreign policy issues tonight, CNN’s Wolf Blitzer (a former researcher for AIPAC) will mouth questions provided to him by the Heritage Foundation and the American Enterprise Institute (AEI). While the Heritage Foundation is well known as the outsourced brain of Republicans in Congress and serves as a hothouse for right-wing GOP domestic policies, AEI’s participation in the debate is even more problematic.

    The Washington Post pointed out that some of the candidates have close relationships with the think tanks, noting Newt Gingrich’s 12-year-long fellowship at AEI and Mitt Romney’s employment of several former Heritage fellows. “Can the two think tanks divorce themselves from the candidates they are tied to in order to produce an impartial debate?” the Post asked.

    But this is the wrong question, or at least not the most salient one. The problem with CNN allowing Heritage and AEI to dictate the questions and content of the GOP debate is that it provides the neocon cabal with a national platform to sell Americans on the need for war with Iran and for continued subsidization of Israel’s colonization of the West Bank. AEI is the nerve center for the neocon cabal; it is where the now-discredited case for invading Iraq was developed.